Mechanical air cushioning device



Sept. 14, 1937. M. J. WIGHTMAKN MECHANICAL AIR CUSHIONING -DYVICE 3 Sheets-Sheet l Filed Jan. 18, 1935 l l l l 4 n n 1 n l u l n l 1 l I l I l u I l a l s I n l l l i I l I l n n I l n a n I n u n l a A l u v n n m 0 ad O of MU O V Mu OOO /0 N v. OOG.. O

m m .Esino wzE I wozzou l n .75 L0 |15 L L75 .Z NATURAL PERIOD 0F OSCILLATION ATroRNE RATIO OF FICTION FACOR Sept- 14, 1937; M. J. WIGHTMAN 2,093,259

MECHANICAL lAIR CUSHIONING DEVICE Filed Jan. 18, 1935 3 sheets-sheet 2- i 35 42 3a 22 w I mmm -w t .r rx-n.- -Ll- 47 4e l f 22 22 INVENTOR y Merz@ My/wpa@ Sept. 114, 1937.

MscHANIcAL AIR 'cUsHloNING imvlcm M'. J. WIGHTMAN 2,093,259

Filed Jan. 18, 1935 5 Sheets-Sheet 3 Patented Sept. 14, 1937 UNITED STATES PATENT OFFICE Burns Lyman Smith,

tee

Seattle, Wash., as trus- Application January 18, 1935, Serial No. 2,444

14 Claims.

This invention relates to mechanical air cushioning devices of a type adapted to absorb and filter out vibrations between two relatively movable mechanical parts.

The general object of this invention is to provide a mechanical air cushioning device having a very low natural period of oscillation. Another object is to provide a mechanical air cushioning device which is especially well adapted for use in connection with passenger vehicles to absorb and suppress rapid vibrations and oscillations which are unpleasant and fatiguing to the passenger and, in this way, to provide for much greater riding comfort.

This invention contemplates the use of an air cushioning device employing a very large volume of air under pressure whereby rapid vibrations transmitted thereto will be slowed down and absorbed and converted into very slow oscillations of greatly reduced amplitude. These air cushions are adapted to be used either as the sole means of suspension of a load or in connection with, and supplemental to, the usual metallic springs.

I find that the elimination of unpleasant vibrations and-oscillations in any resiliently suspended passenger carrying apparatus depends upon the attainment of a relatively low natural period or frequency of oscillation in the resilient suspension means. The so called natural period or frequency of oscillation herein referred to is that rate of oscillation per unit of time at which any particular combination of weight and compliance tends to oscillate after it has been started. The unit of time herein used is the second and the natural period of oscillation is therefore expressed as the number of oscillations per second. This natural period or frequency of oscillation is always the same for anyy given weight and compliance. 'I'he term compliance, as herein used, refers to the elastic qualities of the load supporting medium. 'Ihe compliance for any given load may be deilned as the ratio of displacement, due to such load, to the total volume of air subject to expansion or contraction, it being assumed that the air is not restricted and not subject to friction in its movement.

In resilient suspension mechanism the lower the natural period of oscillation of the suspension means the greater is the compliance and the greater the riding comfort. I find that the compliance varies inversely as the square of the natural period of oscillation. I also find that to secure reasonably good ridingcomfort and absence of fatigue for passengers riding in passenger vehicles it is necessary to reduce the natural period of oscillation of the passenger Suspension means to at least as low a rate as one complete oscillation per second and that it is more desirable and affords greater riding comfort if this rate of oscillation is reduced still further, to a rate somewhere between one complete oscillation per second and one half of one complete oscillation per second.

I find the average natural periods of oscillation of present day passenger carrying road and rail vehicles to be substantially as follows: for automobiles approximately two oscillations per second; for auto-stages approximately two and one half oscillations per second and for railway passenger coaches approximately three oscillations per second. This is far above the maximum of one complete oscillation per second, which I find must be attained before fairly good riding comfort is secured.

It is an object of this invention to provide practical and eicient air cushion means readily applicable to present day vehicles for reducing the natural periods of oscillation of the vehicles or of the passenger supporting seats or berths of the same to one complete oscillation per second or less.

It is another object of this invention to provide air cushioning devices of this nature having an extremely low natural period of oscillation and, at the same time, having means emciently con- 3 trolling excessive displacement of the same.

Other and more specific objects of the invention will be apparent from the following description taken in connection with the accompanying drawings.

In the drawings Figure 1 is a Vertical sectional view of a mechanical air cushioning device embodying my invention.

Fig. 2 is a fragmentary elevation with parts in section of a portion of the same showing port area means.

Figs. 3, 4 and 5 are somewhat diagrammatic views in plan, side elevation and front elevation respectively showing one adaption of the device to a motor vehicle.

Fig. 6 is a diagram showing graphically the relation between natural period of oscillation and riding comfort or compliance.

Fig. 7 is a fragmentary sectional view with parts in elevation showing an adaption of the invention to a railway passenger coach.

Like reference numerals designate like parts throughout the several views.

Referring to Fig. 1, the numeral lil designates a pneumatic cylinder having a piston l I recipprovided with rings I2 and is connected with a piston rod Il. 'I'he piston rod I2 extends outwardly through a bearing member il in a head Il and may be connected with any load or load supporting member as hereinafter set forth. The walls of the cylinder Il are provided with lower port areas Il positioned near the lower end of said cylinder and adapted to permit a free inlet and outlet of air during normal operation of the piston.

These port areas I9 are of generally triangular shape with the wider base of the triangle at the top and the narrower apex portion at the bottom. Said port areas II are preferably made by providing openings I9 in the cylinder walls within the triangular port area, the openings covering the maior portion of the port area and the metal between the openings constituting supporting means for the piston II and piston rings I2 when the piston overlaps the port areas Il. The openings i9 may be in the form of drilled holes. as shown, or they may be in the form of slots. 'I'he lowermost openings I 9 of the port areas are preferably spaced a short distance above the cylinder head I5 so that. in the event of excessive downward movement of the piston I I, said piston will first be uniformly retarded by the building up of air pressure as the openings I9 of the triangular port areas I6 are closed off and will then be positively cushioned and stopped, without damage to the head I6, by the pocket of air trapped between the head i5 and the lower end of said piston II in the event said piston moves downwardly far enough to entirely close lof! all of the openings I6.

A combined air filter and muiller Il is preferably provided externally of the slots I9. An exhaust port I9 is provided Just above the slots I6 so that it may be uncovered near the limit of the downward movement of the piston II to relieve pressure above the piston II in the event said piston is forced a substantial distance below its normal operating position.

'Ihe upper end portion of the cylinder III constitutes the cylinder space in which the air is maintained under pressure. A substantially triangular upper port area having openings 20 therein is provided in the cylinder wall near the upper end thereof. 'Ihe openings 2li of this upper port area provide port means through which air may freely flow into and out of the cylinder Ill when the piston II is operating normally. 'I'his upper port area, including the openings 20, is of generally triangular shape with a tip of the triangle at the top and a base of said triangle at the bottom as shown in Fig. 2. 'I'he sides of the triangle are preferably curved concavely. The shape of the triangle is such as to provide for a uniformly increasing pressure against the piston as said piston moves toward the upper end or head 29 of the cylinder and successively closes the openings 20. 'Ihe uppermost opening 2l is positioned a short distance below the end or head 29 of the cylinder leaving a cushion chamber in the upper end portion of the cylinder which positively -stops the upward movement of the piston I I short of the end 29 of the cylinder.

The openings 20 open into a relatively large conduit 2l which connects with a large compliance tank 22. A manually operated valve 22 is provided between the compliance tank 22 and the cylinder III for regulating the area of the opening therebetween.

An inlet port 24 for air under pressure is prorocably disposed therein. The piston II may be videdinthecylinder Ilneartheupperendthereof. This inlet port 24 communicates with a valve housing 2l, which is positioned externally of the cylinder Il. and connected with an air prasure supply pipe 2l. The valve housing 2l has a valve seat 2l cooperating with a check valve 29 which is urged closed against said valve seat by a compression spring ll. The valve 29 no ly prevents the inlet of air under pressure f the air supply pipe 2l to the cylinder Il. A valve operating lever 2i ismounted on a pivot 22 within the valve housing 2l. One end of the valve operating lever 2i engages with the valve 22 and the other end of said valve operating lever 2| extends into the cylinder Il and is positioned so as to be engaged by the piston II as it moves upwardly. If the piston Il moves upwardly far enough toengage the lever 2i it will open the valve 2l and admit more air under pressure to the upper part of the cylinder. This will tend to restore the piston toits normal position. A separate passageway 22 of small area is provided between the valve housing 2l and the extreme upper end oi' the cylinder Il to aiford an initial inlet of air above thepiston Ii in the event the piston should be at the extreme upper end oi' the cylinder.

The compliance tank 22 may be positionedat any desired location relative to the cylinder Il as long as said compliance tank is connected with the cylinder by conduit means large enough to afford a free and unrestricted passageway for air therebetween. The volume of this compliance tank is many times the volume of the cylinder i0 and the natural period of oscillation of this comparatively large volume of air is very low. The volume of this compliance tank 22 is preferably not less than twenty times the average normal displacement of the piston II and, in practice, may be as much as eighty times the average normal displacement of the piston II. The average normal displacement of the piston Il is taken as the distance between the top face of the piston and the dot and dash line N shown in Fig. l. This normal displacement represents the average movement of the piston in normal operation, as when a motor vehicle on which this device is installed is moving over a relatively smooth roadbed.

By making the compliance tank substantially twenty times the normal displacement of the plston I obtain a natural period of substantially one oscillation per second. A natural period of oscillation of (.5) or one half of one oscillation per second is obtained by making the compliance tank of a volume substantially eighty times the normal displacement of the piston.

In operation, the piston II will ordinarily assume a position substantially as shown in Pig. l and will have a normal range of movement approximately equal to the distance between the top end of the piston and the dot and dash line u. This area between the top of the piston II and the dot and dash line 24 represents approximately the normal displament ofthe piston. As hereinbefore pointed out, the volume of the compliance tank 22 is preferably from twenty to veighty times the normal displacement of the piston. The openings 2l afford enough area so that the flow of air is not retarded so long as all of said openings 29 are open. The piston II is thus normally working against a very large volume of air under pressure just great enough to sustain the load. This provides f or great resiliency and leaves the piston free to move very easily. It also provides a condition in which the pressure of the air against which the piston'is working will fluctuate very little during'normal movements of the piston. This leaves the piston vfree towiloat up and down within the cylinder in absorbing minor vibrations without imparting any substantial component of these vibrations to the cylinder and parts connected therewith. 'I'he natural period of oscillation ofa body of compressed air, having a volume of twenty times or more than twenty times the average volume of air displaced by the piston in normal operation, is reduced to as low a rate as one oscillation per -second or less. This makes it impossible to set up an oscillation which is uncomfortable and fatiguing to passengers riding in vehicles provided with this air cushioning suspension.

If the piston is displaced upwardly more than a normal amount, as will frequently happen, it will begin to lap over and close the openings 20 of the upper port area. This will restrict the escape of air from the upper end of the cylinder and build up a uniformly increasing pressure opposing upwardv movement of the piston. By making the port area of a generally triangular shape,

. tapering toward the upper end portion, I secure a uniformly increasing resistance to movement of the piston which is very desirable. All ordinary upward displacements of the piston will be completely checked before the openings 20 are all vshut olf. In the event of a shock violent enough to move the piston upwardly beyond the upper limit of the openings there will be a pocket of air trapped in the upper end portion of the cylinder, which air will form a cushion preventing the piston from striking the upper end of the cylinder. The only outlet for the air thus pocketed will be throughv the very small initial air inlet opening 33. This outlet is of such restricted area that the piston will be brought substantially to a stop before it will encounter the end 29 ofthe cylinder. Also air escaping through passageway 33 can only escape into the valve housing 25 and must escape against a high pressure because by the time the piston I I reaches a position high enough to entirely close off the port openings 20 the valve 28 will always be opened thus insuring a pressure in the valve housing 28 equal to the pressure in the inlet pipe 26.

If the piston I I is caused to move downwardly below its normal operating position the air therebelow will escape freely through the openings I9 until the piston laps over and begins to cover said openings. Further downward movement of the piston II will then be retarded by a uniformly increasing air pressure due to the closing olf of the openings I9 and the ,piston will finally be cushioned and stopped by the trapping of air in the cylinder below the lowermost openings I9. This prevents the piston from striking the lower cylinder head I5.

The piston II is normally self adjusting as respects its position in the cylinder. When the piston is at the upper end of the cylinder Ill, as it may be in the total absence of air pressure, the valve 28 will alwaysv be open and air under pressure, as soon vas available, can always enter between the piston and the cylinder head 29 to start the piston downwardly. As soon as piston I I has moved downwardly far enough to release valve arm 3l the valve 28 will close but as soon as the piston is subjected to vibrations it will momentarily open the valve 28 at each upward movement and, by thus admitting compressed air intermittently, will build up enough pressure to maintain the piston'in a normal operating posivtion somewhere between the upper port openings Ilwand the lower port openings I0. This positionmay be approximately-the position shown in Fig. l. If the piston movestoo far downwardly in the cylinder. as it may do in response 'to a lessening of the load supported thereby, it will unmal operating position. 'I'he piston II thus automatically regulates air pressure in the cylinder I0 and compliance tank 22, and in this way, automatically maintains substantially the same normal operating position irrespective of the.r load supported thereby. In other words this air cushioning device isself adjusting-in response to different loads andv quickly Vadjusts itself to the correct position regardless of the load supported on the automobile, auto bus, railway car or other vehicle or device on which this air cushion means is installed.

'Ihe valve 23 is adjustable from the'exterior of the conduit 2I and may be set in any position between the fully open position shown by full lines and the fully closed position, shown by' dotted lines in Fig. l. When the valve 23 is fully open the passage of air is not restricted in lthe conduit 2| but when said valve is partially closed the flow of air through the conduit 2I may be slowed down and the freedom of operation of the piston somewhat retarded. The valve 23 may thus serve as a means for modifying the operation of the piston in the normal zone of operation of said piston where the piston, in its movement, does not cover any ofthe port openings 20.'

The graph, shown in Fig. 6, shows visually and in a simplified manner the relationship lof the somewhat complex factors involved in the practical construction of air cushioning'- devices of this type. 'This graph shows the relationship between riding comfort, as expressed in terms of compliance, and the natural period of oscillation of the means upon which a person is riding.

It also shows visually the relationship which exists between these factors, namely, compliance or riding comfort, natural period of oscillation, and the friction or decrement due to friction expressed by the factor RV in an equation hereinafter stated.

The graph, shown in Fig. 6 is plotted, in accordance with an equation generally recognized as applicable in determining the natural period of loscillation of any oscillating combination. 'I'his equation is. as follows:

where F" equals frequency in oscillations per second; L equals load or weight; C equals compliance and R represents a factor of air friction Vor mechanical friction, which is analogous to resistance in electrical applications of this same formula.

The factor of friction "R, as defined in this equation, is very important in the problem of riding comfort, especially in association with an oscillating combination of large compliance. I have found .by experiment, and the formula clearly brings out, the required relationship between compliance and friction clearly shown in the graph, namely, that the impressed energy which manifests itself in oscillation must be dissipated in a rapidly increasing ratio to the amplitude of oscillation. The graph shows that -this absorption of energy, measured by the friction factor ,R., must be inversely as the square of the compliance. It is obvious that as the compliance tank is progressively disconnected from the cyl- Yinder the factor of compliance is reduced and the ftor of friction must be proportionately increased through the obstructive passageways, in the above defined ratio, in order to dissipate the energy o'f oscillation' most efficiently and smoothly.

The spans of the natural periods of oscillation of automobiles, auto stages, and railway passenger coaches are shown in Fig. 6. These natural periods of oscillation have been determined by actual tests. 'I'he average natural period of oscillation for automobiles is lower than for other vehicles listed and will average about two oscillations per second. As the compliance or riding comfort varies inversely as the square of the natural period of oscillation, it will lbe apparent Cil from the graph. Fig'. 6, that if the number of oscillations per second is reduced from two to one the compliance or riding comfort-will be increasedsubstantially four times. 'Ihe compliance or riding comfort is arbitrarily expressed in percentage on .the graph. The percentage of riding comfort corresponding to two oscillations per second is substantially 6% and the percentage of riding comfort obtained by reducing the number of oscillations to one per second is substantially 24%. It is thus seen that the percentage of `riding 4comi'ort increases very rapidly as the number of oscillations per second is reduced.

By providing a high compliance ratio I offset the effect of gravity to a very large degree. For instance, a body supported on a'compliance ratio of to 1 would act, as to vertical movement, as if the force of gravity were reduced to 1%. 'Ihat is to say, should the drop of thesupporting member of the combination, enlarge by one percent the combined volume of the compliance tank and cylinder space connected therewith, the resiliently supported member would follow such drop just 1% of the amount which the same resiliently supported member would follow were it free to respond fully to the force of gravity. Under such compliance ratio it is apparent that the resillently supported body will tend to travel in a substantially level plane, within any chosen range of amplitude, indifferent to oscillations and vibrations of the member bywhich it is supported In Figs. 3, 4 and 5 I have shown this mechanical air cushion device installed on a motor vehicle, it being understood that these ilguresdisclose only one illustrative installation, and that the manner of installation of the device may be widely varied to suit different requirements. I'he motor vehicle, Aa portion vof which is shown in Figs. 3, 4 and 5, embodies a frame 35, wheels ll, a rear axle 31 and link means 3l connecting the front wheels and the frame. One of my air cushion devices is provided between the frame 35 and the supporting means for said frame near the location of each vehicle wheel; In each case the cylinder i0 is secured to the frame 3l of the vehicle. The piston rods i3 oi' the two rear cylinders are connected, as by link means l., with the adjacent axle l1 of said motor vehicle. The piston rods il of the two front cylinders I Il are connected, as by short links Ii, with the link means Il by which the front wheels are connected with the frame. 'Ihe air cushion means lthus serves as the only resilient suspension means oonnecting the frame with the wheel supported parts of the vehicle. Non-resilient lever means 42 and truss means 4l may be used to floatinglyconnect the frame 38 with the rear axle in such a manner as to permit free relative vertical movement but to prevent the frame from moving longitudinally and transversely relative to the axle I1.

In Figs. 3 and 4, I show the severalcylinders il connected by pipes 20 with a supply tank Il for airunder pressure. The supply tank. may be connected by a pipe Il with an air pump 41 whereby the supply of air under pressure may be maintained.

In Fig."'l, I have illustrated my invention as applied tov a railway passenger coach. In this installation the air cushioning device is working through lever means in such a manner that great compliance and a low natural period of oscillation are secured and at the same time a heavy weight is supported. Thelever means also multiplies the movement of the piston, as respects thev movement of the resillently supported member. supported on inclined movingly mounted hanger means Awhich cooperates with the air cushion means in such a manner asto tend to absorb and cushion transverse vibrations.

Referring to Fig. 7, the numeral Il vindicates a truck fram'e which is supported in any suitable mannerfrom truck base means, a .portion of which is indicated by il. The truck bssemeans Biais supported in the usual manner from truck wheels not shown. l2 is a car frame which is resillently supported from the truck frame Il by my air cushion means. Thiscar frame l2 has downwardly extending bracket means Il which is connected by shackle link means Il with the shorter end portion of a lever arm Il. The lever arm 5I is fulcrumed on a bearing member 66 of swinging hanger means l1. The swinging hanger means 51 is suspended from the truck frame by pivot means 58. The lswinging hanger means I1 is inclined outwardly from top to bottom, as shown. Only one of these swinging hangers 51 is shown on one side of the car but it is understood that the air cushion and hanger mechanism will be in duplicate at the opposite side of the car so that the swinging hangers will be in balance and will tend to resist side sway of' the car body. 'I'hese swinging hangers, due to their inclined position, with their lower end portions farther from the center of the car than their upper ends, will always tend to suspend the car frame in a medial position. Elastic bumper means 59 may be provided on the car frame 82 in a position to engage with a stop member Il on the truck frame to limit outward movement.

The longer end of the lever arm Il'is connected by a connecting rod I with a piston 02 in a pneumatic cylinder I3. The cylinder is rigidly secured to the car frame I2. 'I'he lower end portion of the cylinder 83 has a head Il provided with an opening through which the connecting rod Il extends. The end of the lever Si may also operate through the opening when the device is in use. The opening Il also permits a free inlet and outlet of air below the piston. The upper end portion of the cylinder OI is connected by a perforated port area with a conduit member il which connects with a compliance tank Il. The conduit member 01 is relatively large and constitutes a part of the compliance compartment. The ratio of compliance The resillently supported -member is -alsol4 of the inventionis within .the same limits as hereinbefore set forth.

The operation of this air cushion device is substantially the samelas the operation of the previously described device except that the ,weight or load to be resillently supported acts through the lever arm 55, making possible the resilient suspension of a greater weight with a cylinder and piston of a given size. The natural periodof oscillation of the suspension means is reduced in this device in substantially the same manner `asin the air cushion meansv disclosed in Figs. 1 to 5.

'I'he foregoingV description and vaccompanying drawings clearly disclose a preferred embodiment of my invention but it will be understood that this disclosure is merely illustrative \and that such changes in the invention may be made as are fairly within the scope and spirit ofthe Afollowing claims.

I claim:

1. In a mechanical air cushion device, a cylinder; a piston reciprocable in said cylinder; an air tight pneumatic compliance compartment of substantially larger volume than the cylinder communicatively connected with the upper portion of the cylinder by passageway means of relatively large area; and means for progressively reducing the said area of said passageway means to zero in a rapidly increasing inverse ratio to the displacement of the piston.

2. In a mechanical air cushion device, a cylinder; a piston reciprocable in said cylinder; an air tight pneumatic compliance compartment of substantially larger volume than said cylinder; and connecting means of relatively large area communicatively connecting sa id compliance compartment and the upper portion of said cyl.- inder and affording an unrestricted passageway for the flow of air between said cylinder and said compliance compartment, the natural period of oscillation of the body of air in said compliance compartment and said cylinder being not more than one oscillation per second.

3.'In a mechanical air cushion device, a. cylinder; a piston in said cylinder; an air tight pneumatic compliance compartment of substantially larger volume than said cylinder; connecting means of large area communicatively connecting said compliance compartment and the upper portion of said cylinder and affording an unrestricted passageway of low impedance to the alternating movements of air between said cylinder and said compliance compartment; port means between said cylinder and said connecting means cooperating with said piston increasing said air impedance in substantially inverse ratio to the piston displacement as the piston moves upwardly over the port means; and a valve in said connecting means movable to regulate the area of the connecting passageway between said compliance compartment and said cylinder.

4. In a mechanical air cushion device, a cylinder; a piston in said cylinder freely movable in an area of normal displacement; an air tight pneumatic compliance compartment of substantially larger volume than said cylinder; connecting means of large area communicatively connecting said compliance compartment and the upper portion of said cylinder and affording an unrestricted passageway for the flow of air between said cylinder and said compliance compartment; and a perforated port area of substantially triangular shape provided in the cylinder wall between the cylinder and the connecting means positioned at a distance from the normal position of they piston to provide an area of normal displacement and comparatively great resiliency for the piston and adapted to be overlappedby the piston when said piston moves beyond the area of normal displacement, said port area belngwider at the bottom and narrower at the top whereby an increase in the air pressure against the piston in substantially inverse ratio to the square. of the piston, displacement is providedas said piston moves over said port area., v

5. In a mechanical air cushion device, a cylind'er; a piston in said cylinder; an air tight pneumatic compliance compartment of substantially larger volume than said cylinder; connecting means of large area communicatively connecting said compliance compartment and the upper portion of said cylinder and affording-an unrestricted passageway for the iiow of air between said cylinder and said compliance compartment; a valve in said connecting means movable to -regulate the area of the connecting passageway between said compliance compartment and said` inder; a piston movable in said cylinder;lan air tight pneumatic compliance compartment o f sub-l,

stantially larger volume than said cylinder;` `connecting means of relatively large area communicatively connecting said compliance compartment and the upper portion of said cylinder; perforated port area means of substantially triangular shape provided in the upper portion of the cylinder wall between the cylinder and the connecting means, said port area means beingA wider at the bottom and narrower at the top and providing a uniformly increasing air pressure in the upper portion of the cylinder as the piston moves upwardly over said port area; and lower. port area means of substantially triangular shape provided in the wall of the cylinder below the normal operating zone of the piston, said lower port area means being wider at the top and tapering to a narrower portion of reduced area at the bottom.

7. In a mechanicalair cushion device, a cylinder; a. piston movable within said cylinder; an air tight pneumatic compliance compartment of substantially larger volume than said cylinder; connecting means of large area communicatively connecting said compliance compartment and the upper portion ofsaid cylinder, the combined volume of said compliance compartment and said connecting means and said cylinder providing a relatively low natural period of oscillation not in excess of one oscillation per second; and means dissipating the energy of oscillation in direct proportion to the change in the natural period of osrapidly increasing inverse ratio to the displacet; In a'mechanical air cushion device, `a cylindex', a vpiston reciprocable in said cylinder: an

air tight pneumatic compliance compartment oi substantially larger volumethan the cylinder communicatively connected with the upper portion oi-the cylinder by passageway means o! relatively large area; a lever arm having one end portion connected with said piston a swinging hanger aiiording a tulcrum for said lever: a vibratory truck frame from. which said swinging hanger is suspended; and a car trame resiliently supported iromthe other end portion said lever.

10. In a mechanical air cushion device. a cylinder; an air tight pneumatic compliance compartmmt ci substantially larger volume than said cylinder; connecting means of relatively large area communicatively connecting said compliance compartment and the upper portion of said cylinder; perforated port area means of substantially triangular shape provided in the upper portion of the cylinder wall between the cylinder and the connecting means; a piston movable in said cylinder having a normal operating zone below said triangular port area means, said triangular port area means being wider at the bottom and narro'wer at the top and providing a uniformly increasing air pressure against said piston as said piston moves upwardly over said port area means;

and manually controlled means positioned between said cylinder and said compliance tank operable to vary the air impedance to said piston in said normal operating zone.

11. In a device oi' the class described, in combination with instrumentalities for connecting the device to a motor vehicle and for cushioning the same against abnormal vibration, comprised oi' a cylinder, a piston reciprocably disposed within the cylinder, a piston rod, a plurality of ports extending through the side walls of the cylinder and spaced apart from the normal position of the a piston within the cylinder, said ports being so spaced as to progressively retard theabncsmai movement of the piston in either direction `within the cylinder, a compliance tank. andmeans lor communicating one end o! the cylinder with the compliance tank.

12. Inade'viceottheciamdescribed,thecom bination oi Ia cylinderhaving cylinder heads closing its opposite ends. a pistoneand a piston rod assembly associated with the cylinder with thepistonhavingireedomofoscillationinthe mid-section oi' the cylinder and means for progressivelydecreasingtheireedom oitheoscillationoi-thepistonasthepistonapproaches either head of thecylinderandmeanstor automatically admitting air o! relativoly bilh Pressure into the cylinder as the same approaches one ci the cylinwhich have cylinder heads, means tor supporting the cylinder relative to one portion o! the vehicle. a piston and a piston rod associated within the cylinder, means for connecting the piston rod to the other portion of the vehicle. and instrumentalities for pneumaticaily setting up progressive resistance to the movement of the pis` ton toward the cylinder heads. a compliance tank, means for communicating one end of the cylinder with the compliance tank and means for automatically admitting a compressed elastic iiuid into one end of the cylinder when the piston approaches the end of its travel toward the cylinder head of the cylinder in which the piston oscillates.

MERLE J. WIGHTMAN. 

